1

ISABE-2007-1282

Advanced Technologies for Next Generation Regional Jets

- Survey of Research Activities at MTU Aero Engines

Martin Engber, Klaus Rüd,

Sabine Ardey, Jochen Gier, Walter Waschka

MTU Aero Engines, Germany

Abstract LPTs, typical for geared turbofans. It is well known

This paper will address current demands and devel-
opments in advanced compressor and turbine design
at MTU. Latest highlights achieved on new HP com-
pressor and LP turbine technologies will be pre-
sented. Both components constitute key competences
for MTUs civil aero engine business.
that MTU together with Partners Pratt & Whitney
and Fiat Avio have been intensively working on the
geared turbofan concept to provide a step change
improvement to the aircraft customer. MTU has been
dedicated to take responsibilities in the high speed
LPT and the HPC components.

The paper will start with an overview on engine key

Abbreviations
requirements for the next generation of regional air-
craft expected for the years 2013-2015. Engine con-
ACARE Advisory Council of Aeronautical
cepts include conventional high bypass turbofans and
Research in Europe
more advanced new concepts such as geared turbo-
ADP Advanced Ducted Propfan
fans. Subsequent compressor and turbine design re-
ATE Aerospace Technology Enterprise
quirements have been derived from detailed configu-
ATFI Advanced Technology Fan Integrator
ration analysis and competitive assessment among
BPR Bypass Ratio
the aero engine industry. Strong emphasize will be
CLEAN Component Validator of
put on both high performance and economic im-
Environmentally Friendly Aero Engine
provements compared to existing engine families in
ECMS Engine Control & Monitoring Systems
service. Fuel burn reductions in the range of 15%
EEFAE Efficient Environmental Friendly
and maintenance cost reductions of more than 30%
Aero Engine
are the most prominent challenges.
6th FRP EU 6thFramework Program
HPC High Pressure Compressor
Subsequent to the requirements the paper will illus-
LPC Low Pressure Compressor
trate the MTU technology and conceptual approach
LLP Life Limited Parts
to satisfy the demands. Highly innovative world class
LPT Low Pressure Turbine
compressor concept will be presented which are pres-
MEMS Micro Electronic Mechanical Systems
ently under test validation. The main characteristics
MTU MTU Aero Engines GmbH
of the new compressor concepts are full 3D Aero
OPR Overall Pressure Ratio
including casing treatment, all blisk light weight tie
PAX Passengers
shaft rotor and advanced thermal management and
PR Pressure Ratio
radial gapping concepts. In addition, dedicated tech-
TET Turbine Entry Temperature
nology activities to further support significant im-
TF (GTF) Turbofan (Geared Turbofan)
provements in efficiency, weight and costs will be
highlighted, also including potential benefits from
advanced control, monitoring and design methodolo-
gies.

Similarly for turbines, latest developments and efforts

at MTU will be described. Apart from conventional
turbines special focus will be attributed to high speed

Introduction
The application of turbofan propulsion to subsonic
transport aircraft has gone through an evolutionary
process during the past 40 years, which substantially
has contributed to the success of commercial avia-
tion. This process, driven by the market needs, pro-
duced numerous technical innovations to the engine
yielding significant improvements in engine perform-
ance economics, in safety and reliability and also in
terms of noise and emissions.
With respect to the future, the replacement of existing
100-200 PAX aircraft will be a next opportunity for
introducing a new generation of aircraft and engines.
In preparing the transition into a new generation of
aircraft the aero industry is facing fierce headwinds
in terms increasing fuel prices, noise restrictions,
limiting exhaust gas emissions, not only in Europe,
but within the entire globe.
Fig. 1: Commercial requirements for next genera-
tion Aircraft impose significant challenges
Fig. 1 illustrates the future demands and indicates the
principle approach for the engine manufacturer. Fur-
ther advanced engine components and new engine
concepts are compelled to provide fuel burn reduc-
tions up to 50 % combined with extensive noise and
emission reductions up to -40dB cum and -80% NOx
respectively. Half of the fuel burn reductions are at-
tributed to the engine; the remainder will be supplied
from the aircraft manufacturer. Correspondingly cost
constraints are expected to drop maintenance and
manufacturing costs of the engine by up to 30% and
more. The targets shown in Fig. 1 are specified into
short to mean term customer needs and longterm vi-
sions as projected by European aeronautic agencies
ACARE. Similar requirements have also been pub-
lished by US organizations such as ATE. In conse-
quence of the aggressive demands, the development
of future engines will require to comprehensively
deploying the potentials from
2
- further improving existing engine types
- new engine concepts
- and significantly further advanced component tech-
nologies for compressors turbines and combustors ,
including efficiency increase, weight reduction and
life extensions.
In addition,
- smart control of overall engine and component op-
eration as well as
- power optimized engine accessories and systems
will supplement the improvements from the turbo
machinery components.
In preparation of the new engine generation for re-
gional transport, extensive configuration and installa-
tion studies are under way. Similar studies should
help to align airframe and market needs with the en-
gine manufacturers capabilities. As shown in Fig 1,
significant improvements in engine economics, envi-
ronmental capabilities and reliability are being ex-
pected. Translated to a more general set data, the fol-
lowing engine requirements were evaluated relative
to existing engines
- 5-10% improved propulsive and thermal
efficiency, via increased BPR, OPR and turbine
inlet temperature
- 0,5-1% increased efficiencies per component
- 20% reduced cooling air consumptions
- 50-100% increased LLP life
- 20-30% manufacturing cost reductions
across the entire engine.
Similar requirements call for extensive new tech-
nologies and new configurational answers. Present
Paper will specify such answers from MTU perspec-
tive. Prime emphasize will be put on engine architec-
tural options and on dedicated MTU key components
such as HPC and LPT.
Advanced Engine Concepts
Future advanced engine concepts will in general con-
tinue to aim at further improving thermal and propul-
sive efficiency (reducing specific thrust) and devel-
oping low noise, fuel and cost efficient components.
Fig. 2 shows this trend as applied to the further de-
velopment of existing engine types. Further increas-
ing the bypass ratio (BPR) up to 10-11 will enhance
propulsive efficiency and further reduce the engine
noise due to reducing jet velocities and reducing fan
tip speeds.

Fig. 2: Future advanced Turbofans will continue the
trends of recent designs
Increasing of overall pressure ratio (OPR) and turbine
entry temperature (TET) will enhance thermal cycle
efficiency and need even more powerful and compact
engine cores which should counteract the weight
penalties from enlarging BPR and Fan diameters. For
regional application OPR and TET are expected
climb towards and beyond 40 and 1900 K respec-
tively. On the component level, further increase of
efficiency has to come along with enhanced stage
loadings. Enhanced stage loading throughout com-
pressors and turbines should allow to reducing stage
count for minimizing manufacturing costs. For the
HPT cooling air consumption has to be limited by
introducing advanced cooling concepts including new
aspects such as cooling air cooling.
Fig. 3: The Geared Turbofan for maximum
propulsive efficiency and minimum noise
The geared turbofan features a new engine concept,
aiming at very high Bypass ratios and OPRs (Fig. 3).
Since more than 15 years, Pratt and Whitney America
(P&WA), Pratt & Whitney Canada (P&WC), Fiat
Avio and MTU are jointly working on the develop-
ment of geared turbofan engine technologies for
3
small and large thrust class applications. In 1992 the
partners successfully run the Advanced Ducted Prop-
fan (ADP) demonstrator engine for bypass ratios up
to 14 to demonstrate the technology for fuel efficient
long range applications. More recently they intro-
duced the Advanced Technology Fan Integrator
(ATFI) representative to smaller thrust class engines
(Fig. 4). Latest Efforts aim at a new PW6000 based
GTF demonstrator to support the development of 20-
30 klb new engine generation for regional aircraft.
The GTF bears the advantage to separate the low
speed Fan component from the LPC and the LPT.
Thus both component categories, i.e. Fan on the one
side and LPC/LPT on the other side can run at their
optimum speeds allowing uncompromised maximum
benefit in terms of component efficiencies, stage
count (weight, cost) and noise (low fan speed for
minimum noise).
So far, geared systems were confined to demonstrator
applications only, but within the scope of new chal-
lenges from environmental and commercial con-
straints, studies have confirmed that the GTF will
become a highly attractive alternative for the new
generation of aircraft. The emerging demonstrator
program will demonstrate this to the public.
Fig. 4: MTU/PW support the new concept by
extensive GTF demonstrator programs
In addition, latest considerations also include counter
rotating Fans again, both ducted and unducted (Fig.
5). Similar concepts have already been studied during
the eighties and nineties but in those times they were
rejected due to strong weight and noise penalties
from the big two stage fan propulsion system. Mean-
while new approaches obviously have been generated
to overcome such hurdles and to start new technology
initiatives to generate technical maturity within ac-
ceptable timeframes (e.g. GenY).

Fig. 5: Counter rotating Fans designed by MTU
Future HPC Compressor and LPT design
requirements
The HPC is one of MTU’s prime competence com-
ponents within its civil and military aero engine de-
velopment activities (Fig. 6).
EJ200 LPC/HPC
PW6000
PW6000 HPC
IGT HPC
RB199 IPC/HPC
FNDV
Rig 250
ATFI 2
Rig 234
Rig 248/02
Rig 251
1980 1990 2000
Fig. 6: HPC development at MTU
MTU developed the HPC for the RB199, which is
used in the Tornado aircraft and more recently the
HPC for the new EJ200 which is the propulsion sys-
tem for the Eurofighter. By providing the HPC for
the PW6000, MTU started to supply the regional
civil aircraft market. Presently MTU prepares for
developing highly advanced axial compressors for
engines for the next generation of midsize regional
jets and for future mid and large size business jets. As
shown in Fig. 6, extensive technology and demon-
strator programs have been accompanying the prod-
uct developments. For the anticipated future applica-
tions, corresponding activities are already underway.
Fig. 7 illustrates the current trends in compressor
development towards higher stage loading, both for
HPC and LPC. The High-speed low pressure com-
pressors (LPC) – as used for geared turbofans will
adopt stage loadings similar to the HPC. The pressure
ratios needed, will be accomplished by only half the
stage count of conventional LPCs.
4
For the high pressure system, there are two major
HPC categories, addressing the different range appli-
cation:
Fig. 7: Pressure Ratios for engine concepts with
1 stage HPT and 2 stage HPT
1. Axial compressors for big core engines with a two
New Bizjet Engines NGPF stage HPT, dedicated primarily to long range applica-
tions. In this class the trend towards highest OPRs
leads to HPC pressure ratios around 18-22 whilst the
PW8XX
stage count will be not higher than 8-10. Correspond-
ing efficiencies will need to reach the 90% polytropic
efficiency goal.
NEWAC
JTDP03-
NGSA Rig
Engine Programm
2. Axial compressors (Fig 7) for core engines with
Demo
Demo-Engine one stage HPT for short and medium range applica-
tions. The HPC pressure ratio will increase consid-
2010 2020 erably beyond 12 while keeping the stage count
lower than 7. A typical example constitutes the MTU
HDV12 for the PW6000 engine (18-25 klb thrust
range): 6 compressor stages are generating a PR of
about 11, offering high efficiency, outstanding per-
formance, operability and durability to competitive
costs.
Independent of the application, the new compressor
generation will need world class efficiency levels in
the range of 90% and despite the requirement for
nearly double the life of existing systems, the weight
will have to be minimized to levels that are 10-20%
lower than known from existing engines for similar
thrust classes. Cost wise a challenge, as indicated
above, in the order of 20% and more will have to be
fulfilled.
On the LPT side, MTU has a strong history on both
developing conventional low speed turbines for con-
ventional turbofan engines and also high speed LPTs
for Geared turbofans (Fig. 8).

Fig. 8: LPT development at MTU
Similar to the HPC, a perpetual strive for simultane-
ously increasing stage loadings, reducing stage count
and further increasing efficiencies will be mandatory.
Efficiency levels will have to increase up to 93% .
For GTF typical loadings will be in the range of PR 7
in 3 stages or PR 5 in 2 stages respectively yielding
stage pressure ratios up to 2.2. The correspondingly
very high wheel speeds needed claim for new design
concepts to minimize blade and disc weights such as
to maximize the benefit from significantly lower
stage counts.
The conventional LPT will have to strive for lower
stage count as well without loosing efficiency. This
drives high flow path radii and very high specific
loadings. The subsequent weight challenge results
rather from the big geometric size of the LPT than
from the high speed levels for GTFs.
Fig. 9: Advanced LPT design
Advanced Compressor design
Fuel burn and maintenance costs reduction of future
advanced engine concepts require a new compressor
generation with world class efficiencies. Future HPC
designs will feature high efficiency levels in the
range of 90% while weight and part count have to
decrease further. This results in a higher loading of
the compressor blading with very high requirements
on the aerodynamics of blade profiles and blade
shape in order to avoid flow separation, shock losses
5
and secondary flow losses. Especially the hub and the
tip region of the blades have to be designed very
carefully. The interaction of near wall leakages, tip
clearance flow, secondary flow vortices and profile
boundary layers are a big challenge for the design
engineer due to different behavior at different engine
operating points.
Especially at part speed the airfoils have to work un-
der bad inflow conditions and tend to flow separa-
tion. For these flow conditions the flow in the tip
region can be stabilized by the use of so called casing
treatments (Fig. 10).
Fig. 10: HPC with Casing Treatment
Casing treatments suck in the low energetic flow di-
rectly over the blade tip and inject it in front of the
blade leading edge. Through this the weak end wall
boundary layer gets energized and stabilized and the
tip leakage vortex is reduced. That leads to a much
higher compressor stability primarily at low engine
speed (Fig. 11).
Surge Line with Casing Treatment
Surge Line w/o Casing Treatment
Total Pressure Ratio
Speed-Lines
Massflow
Fig. 11: HPC map with / without CT
Similar geometric modifications can also improve the
stability of the hub flow. Well designed fillet radii
can avoid flow separation on the airfoil suction side
behind the leading edge (Fig. 12 and 13).
 6

compressor. With this method the designer can de-

termine the areas of maximum attack of erosion in
the compressor blading which have to be coated for
longer maintenance rates.

Fig. 12: Streamlines close to end wall for blade with

optimized fillet radius Fig. 14: Particle trajectories in a three stage LPC

MTU Aero Engines has developed a new innovative

nanostructured multilayer coating ERCoatnt for a bet-
ter protection of the compressor blades and vanes.
The coating consists of several hard ceramic and soft
metallic single layers (Fig. 15) which are evaporated
on the blades in a special coating facility. The whole
coating is just some twenty to fifty nanometers thick.
Therefore the influence on aerodynamics and me-
chanical behavior of the blades is negligible.

Fig. 13: Streamlines close to end wall for blade

without fillet radius

The high incidence swirl of the near wall streamlines

reduce the secondary cross flow in the cascade pas-
sage. Thus the corner stall can be avoided and the
compressor airfoils can operate at high efficiency in a
much bigger range. Additional leading edge bulb
modification can strengthen this flow effect and re-
duce the secondary flow losses in the end wall region
of compressor blades significantly. Fig. 15: Nanostructured multi layer coating with
hard ceramic and soft metallic single layers
In addition to the reduction in fuel burn the second
big challenge for future engines is the reduction in The findings gained from specimen tests with two
maintenance costs. The required durability of com- different coatings showed very good results. Espe-
pressors demands to keep the running properties of a cially in the first test ours in erosive environment the
compressor on a very high level even after many coated specimens had nearly no mass loss (Fig. 16).
hours of operation. Deterioration due to particle ero- In order to reach a given maximum mass loss the
sion can cause an extensive decrease in efficiency time of erosion could be doubled for version 1 coat-
and stability. The operation of the engine in a sandy ing and even tripled for the new improved version 2
environment can decrease the time on wing between coating.
overhaul by 70%. Fig. 14 shows a 3D Navier Stokes
simulation of particle trajectories in a low pressure
 7

the altitude test facility in Stuttgart for detailed aero-

dynamic evaluation. In Fig. 17 the rig test turbine is
shown. One can see the thick discs and the tapered
rotor airfoils.

Fig. 16: Erosion test results on specimens

In high erosive environment like in Afghanistan or

Middle East Countries ERCoatnt can double the time
on wing for compressor blades and increase opera-
tional readiness and decrease maintenance costs for
the customer.

High Speed LP Turbine Technology Development

Generally the LP turbine faces special challenges in a

geared turbofan architecture. Especially the optimiza-
tion of efficiency and weight becomes important.
Due to the high turning speed the number of stages
has to drop resulting in a significant stage pressure
ratio increase and leading to a high Mach numbers
level in the blading. Thus, the aerodynamic challenge
is primarily the combination of high Mach numbers
in combination with moderate low Reynolds num-
Fig. 17: Test-Rig with Measurement Positions
bers.
The second very important issue is the module
In Fig. 18 the measured turbine map is displayed in
weight. Due to the high rotational speeds the me-
terms of efficiency as a function of the specific work
chanical load on the airfoils is very significant. The
and speed. As can be obtained from this figure, the
weight of a high speed LPT is considerably driven by
maximum efficiency is located exactly at the aero
the allowable blade stresses, the disc loads and con-
design point. The characteristics for higher pressure
tainment. Due to this intensive interaction is needed
ratios shows no dramatic drop. Hence, despite the
between mechanical and aerodynamic optimization.
high Mach number levels the turbine is characterized
MTU has gathered a considerable amount of experi-
by a well conditioned operating map.
ence with these challenges in the past years through
For deeper understanding of the turbine behavior and
the three technology programs with high speed LP
of course improvement of the CFD validation base
turbines. Already about 15 years ago a three stage
local measurements are included inside the rig. This
high speed turbine has been developed and tested
is absolutely necessary for technological advance-
within the ADP Demo program. This turbine featured
ment.
high efficiency levels of the order of 93% isentropic.

In the ATFI program, which was the second high

speed LP turbine program, the concept of high speed
turbine was driven to extremely high design parame-
ters like the characteristic mechanical load parameter
A*n2, which exceeded a value of 6.5 (inch*rpm)2 in
the last stage. This was combined with a stage pres-
sure ratio of more than 2.3. Like in the ADP demo
program a turbine was tested within a demonstrator
engine and additionally a cold flow rig was tested in
 8

the leakage are captured. This provides a significant

improvement especially in the prediction of the end
wall regions (Fig. 21).

Aero Design Point

Specific Work (J/(kg*K))

Fig. 18: Turbine Characteristic for Several Speeds

As an example a detailed comparison between ex-

periment and CFD is done using flow visualization.
This reveals interesting details on the flow structure
in terms of separation size as well as 3D structures
(figure 19). This provides also a good basis for com- Fig. 20: LP Turbine 3D-CFD Model including
parison with CFD. The flow in the second vane is Cavities
fully attached at this operating point with moderate
three-dimensional flow structure extend. The CFD
prediction was able to compute all main structures
with a small tendency for a conservative separation
bubble prediction.

Fig. 21: LP Turbine Component Radial Efficiency

Fig. 19: Flow Visualization for Second Vane, Com-
parison of Color Injection and Numerical
Simulation
In order to further push limits in the design of high
speed LPT’s the numerical representation of the real
geometry has to be improved. One step ahead was the
inclusion of the cavity geometry into the CFD model
with full representation of the rim at tip cavities (Fig.
20). By this the leakage flow and the mixing effect of
Distribution with and without Cavities
The third high speed turbine was developed and
tested in the frame of the European CLEAN project.
This turbine was designed for the CLEAN engine
demonstrator. It is a three stage turbine with a cooled
first stage.
The high speed, transonic, highly loaded 3-stage low
pressure turbine uses novel technologies and features
developed at MTU Aero Engines (Fig. 22 and 23).

The LPT applies attributes like blade attachment for
high An² and over speed protection without inter-
mesh. A new low weight rotor with slotted flanges
and a new sealing concept has been designed for the
turbine.
Fig. 22: High speed LPT vanes and blades
The LPT has been laid out for a high inlet tempera-
ture with cooled first stage vane and blade. High lift
blading and optimized gas path geometry have been
realized using a 3D-CFD. Thus, the demonstrator
engine test provides valuable validation for the hard-
ware as well as for the underlying design methods.
Fig. 23: High speed LPT module
Control System – progressing towards a distrib-
uted architecture
Current Engine Control and Monitoring Systems
(ECMS) for aero engines possess a centralized archi-
tecture: One single unit contains the central proces-
sor(s)- every sensor and actuator is linked directly to
the central unit by dedicated electrical and power
connections (Fig. 24). This is due to the fact that up
9
to now many electronic components could not stand
the hot and harsh environment conditions with high
temperature and vibration levels typical to aero en-
gines. Electronics had therefore to be placed at a lo-
cation with moderate environmental conditions –
centralized in the ECMS unit.
Driven by the demand from a wide range of applica-
tions high temperature electronics are now becoming
available on the market. This allows the design of
new control architectures which are characterized by
having a partitioned software (e.g. logic) running on
distributed hardware elements (e.g. processors). The
compartmentalization will be adapted to the required
functionality meaning for example that the interpreta-
tion of a sensor signal will be carried out in an elec-
tronic unit located directly next to the sensor.
In addition future aero engines will have to handle an
increasing number of electronic accessories. These
are bound to stepwise replace the classic hydro-
mechanical systems as the power density and reliabil-
ity of electromechanical devices and the respective
power electronics are now reaching aerospace stan-
dards.
Consequently centralized ECMS will be gradually
replaced by distributed architecture control systems
(Fig. 25), which are already quite common in Auto-
motive control and on their way for other Aerospace
applications (e.g. automatic pilot systems).
The advantages of a distributed control system are:
- Development cost reduction by:
modular standardized software
modular standardized hardware
standardized interlinks
simplified validation
- Maintenance cost reduction by:
eased fault localization
eased replacement of modules
- Increased safety by:
complexity reduction of wiring
increased redundancy
With regard to engine control and monitoring MTU
Aero Engines holds a key position with European
military aircraft engines contributing to the Eu-
rofighter (Typhoon), Tornado, Tiger and A400 M.
This high degree of experience is the stock from
which MTU Aero Engines is currently supporting
technological activities for the new central control
unit and feasible components of a first generation
distributed control system. In addition MTU Aero
Engines supports the joint activities of the European
aero engine industry to set up a research project on

distributed architectures within the 7th framework of
the European Community.
Fig. 24: Centralized control architecture
Fig. 25: Distributed control architecture
Summary
Significant fuel burn, noise, emission and mainte-
nance cost reduction will be required for engines for
the next generation of regional aircraft. In order to
achieve this targets a further improvement of existing
engine types will not be satisfactory. A big technol-
ogy step has to be done with new engine concepts
and considerable advanced component technologies
for compressors turbines and combustors.
The geared turbofan features a new engine concept,
aiming at very high bypass ratios and overall pressure
ratios. By separating the low speed fan from the LPC
and LPT each component can run in their optimum
speed. That results in best component efficiencies
(fuel burn), low stage count (weight, cost) and low
noise (low fan speed for minimum noise). Since
many years MTU participates in geared turbofan
demonstrator programs like Advanced Ducted Prop-
fan (ADP), Advanced Technology Fan Integrator
(ATFI) and the EVNERT program. Additional stud-
ies confirm, that the geared turbofan concept repre-
sents a very attractive alternative with a lot of evident
advantages versus the conventional turbofan design.
Besides the overall engine concept also the compo-
nents have to be improved by new technologies.
Main focus for the compressor are efficiency and
maintenance costs. New design modifications at the
10
hub and the tip of the blades were presented, which
allow a high performance level over the whole range
of operation. For keeping the running properties of a
compressor on a very high level even after many
hours of operation MTU has developed a new inno-
vative nanostructured multi-layer coating ERCoatnt.
This coating protects the blades and vanes from ero-
sion and doubles the time between overhaul for these
parts in erosive environment.
In order to support the geared turbofan engine very
efficient high speed LPT’s were developed and
tested. The design tools were optimized and cali-
brated and new aerodynamic features have been in-
cluded in the CFD tools. For achieving the weight
targets increased stage loadings and reduced stage
counts were realized.
The increased number of electronic accessories for
future engines can be handled by a distributed control
system. The modular configuration of software and
hardware leads to reduced manufacturing and main-
tenance costs while increasing the safety of each
component.
The already performed demonstrator tests of the new
geared turbofan design showed very good results and
obvious advantages versus the conventional turbofan
engine. This technology will help to make a big step
forward for the next generation aircraft engines.
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